Driver authorisation system

ABSTRACT

A driver authorization system for a vehicle includes an on-board identification device for communicating with a mobile release device to verify usage authorization, an ignition lock, ignition keys, and a control unit for activating ignition lock functions (such as starting and switching off the engine) when the ignition key is brought into a corresponding position in the ignition lock. The ignition lock functions can be activated by means of the control unit using a pushbutton ( 6 ), that can be mounted in, actuated while mounted, and removed from the ignition lock.

BACKGROUND AND SUMMARY OF THE INVENTION

This application claims the priority of German patent document 102 43318.6, filed Sep. 18, 2002 (PCT International Application No.PCT/EP2003/009606, filed Aug. 29, 2003), the disclosure of which isexpressly incorporated by reference herein.

The present invention relates to a driver authorization system and apushbutton for activating ignition lock functions.

Keyless driver authorization systems (so-called keyless go systems) arenow common in vehicles. A keyless go system enables a user of a vehicleto open and start the vehicle without need for a vehicle ignition key.However, the driver must carry a mobile release device (for example, inthe form of a credit card) as part of the keyless go system. The keylessgo system controls the access authorization and the engine startingauthorization for vehicle.

Keyless go systems include a transmitting/receiving device arranged onthe motor vehicle for communicating with a mobile release device carriedby a user. An authorization interrogation is initiated by aninterrogation signal transmitted by the transmitting/receiving device,and is carried out before the vehicle can be opened, or the enginestarted. If the system detects that a usage-authorized release device isin the vicinity of the motor vehicle, the vehicle is unlocked and theengine start is released.

In conventional driver authorization systems with mechanical ignitionkey, the access authorization is verified via a mobile release deviceintegrated in the vehicle ignition key, while the driver authorizationis verified via the ignition key inserted into the ignition lock.

German patent document DE 197 47 732 A1 discloses a driver authorizationsystem in which an electronically codable on-board identification deviceis provided which can be released by an external electronic releasedevice (a so-called transponder), which, for example, replaces themechanical vehicle key. The transponder has a storage element in whichthe necessary coding for releasing the identification device is stored.For the release device to communicate with the identification device, itmust be positioned in the vicinity of the identification device so thata signal radiated by the identification device can be detected andprocessed by the release device. The signal of the identification deviceis checked in the release device and answered with a correspondingresponse signal, the signal variation of which must correspond to theelectronic coding of the identification device. If transmitted signaland response signal of the driver authorization system match, at leastone vehicle-specific device of the vehicle (for example an electroniccontroller for driving an internal combustion engine of the vehicle) isreleased.

It is also known to integrate the release device into an ignition key.The disadvantage of this arrangement is that, apart from the electroniccommunication between the identification device and the release device,both the ignition key and the ignition lock must have matching shapefeatures. Due to the multiplicity of different locking systems inignition keys, this complicates considerably the integration of anelectronic driver authorization system.

To solve this problem, German patent document DE 197 47 732 A1 disclosesan identification device which comprises a receptacle into which arelease device can be inserted, and which exhibits an actuating devicewhich can be triggered by the release device. It is no longer necessaryto use an additional ignition key.

From German patent document DE 198 53 075 A1, it is also known that therelease device can be brought into two positions, one being used todetect the release device and the other being used to trigger anignition lock function.

In German patent document DE 198 60 350 A1, after a successful releasedialog between an on-board identification device and a mobileidentification transmitter, an engine start authorization control unitreleases an actuating device. The latter is implemented with minimuminstallation space by providing a manually operable actuator with asecuring module which correspondingly releases the actuator via theidentification device. The released actuator enables the steering wheelto be mechanically unlocked and the engine to be started. The actuatorcan be constructed as a rotary switch which is associated with apushbutton, which is used for starting the release dialog. To start theentire process including the required authorization interrogation, anelectrical pushbutton is integrated, for example into the gearstick orgear selection lever at the top.

Known keyless engine start authorization control systems are mostlyincorporated in keyless access authorization control systems, since thesame hardware components can be used for performing the desiredquestion/answer dialog.

Even if such a driver authorization unit as described above increasesthe operating convenience compared with conventional key systems, anadditional actuating device must be provided in the passengercompartment near the driver, for initiating the start process. Thisactuating device impedes the vehicle design of the cockpit sinceadditional space must be provided for it. Moreover, there are additionalcosts for switches and their cabling.

Due to the high susceptibility of the keyless go systems to radiointerference sources such as, for example, garage door openers, radioheadphones, etc., vehicles with keyless go systems also require anemergency engine start authorization system, consisting of ignition lockand key. Such radio interference sources have been released by thecommunication authority for frequency bands which are also used bykeyless go systems. There is, therefore, the problem of always having toequip vehicles with keyless go systems with the standard electronicignition lock and ignition key which are also provided for non-keylessgo systems. In addition, vehicles with keyless go systems are equippedwith an additional pushbutton connected to the electronic ignition lock,which increases production costs because the driver authorization systemcannot be produced uniformly for vehicles with/without keyless gosystems.

It is therefore an object of the present invention to provide a keylessgo driver authorization system in which various ignition lock functionscan be activated reliably and simply, without installing an operatingelement specially provided for this purpose in a vehicle.

This and other objects and advantages are achieved by the authorizationsystem according to the invention, in which the ignition lock functionscan be activated by means of the control unit, using a pushbutton thatcan be mounted and actuated on, and removed from, the ignition lockitself, without requiring the ignition lock to be operated in the formof rotating a key inserted into a rotary ignition lock.

The driver authorization system according to the invention has theadvantage that it can be produced in the same manner for motor vehicles,both with and without keyless go systems. That is, the electronicignition lock control unit (the electronic ignition lock with theassociated control unit) can be produced identically for systems with orwithout keyless go. No additional cabling to a pushbutton is necessaryfor motor vehicles with a keyless go system. The electronic ignitionlock does not have to be adapted to the keyless go system.

A further advantage of the invention is that the driver does not need toremember a new position for the starting button for starting the motorvehicle in a keyless go mode. Instead, the motor vehicle can be startedfrom the same position independently of whether the motor vehicle isoperated with ignition key or in keyless go mode.

It is also advantageous that the keyless go mode can be replaced by thestandard system simply by removing the pushbutton. This is of particularimportance in vehicles which are equipped with keyless go system.Although the pushbutton generally remains inserted in such vehicles, ifthe keyless go system fails for the above-mentioned reasons, thepushbutton can be immediately removed, and the driver can start thevehicle.

Integrating the mobile release device into the ignition key has theadvantage that the driver does not need to carry the ignition key inaddition to the mobile unit.

A further substantial cost saving is that no additional space needs tobe provided for a starting button in the design of the cockpit.

The concentration on the system responsible for the driver authorizationresults in an optimization of installation space: Additional switches,cabling are avoided, and the space required for the driver authorizationsystem in the passenger compartment is reduced.

The operator-friendly positioning of the pushbutton on the top of thegear selection lever or of the gearstick is no longer possible in “shiftby wire” vehicles. Since the operating elements are positioned close tothe steering wheel, the pushbutton is not positioned at the top in orderto avoid operating errors by the driver. An operating-friendlypushbutton position is thus no longer available.

In one embodiment of the invention, the pushbutton can be mounted andactuated on and removed from the vehicle ignition lock and, when it isoperated, the actuating element interacts with a release switch in theon-board ignition lock in order to activate ignition lock functionswithout rotating the rotary switch.

The pushbutton according to the invention has the advantage that it canbe produced with little expenditure, and independently of the ignitionlock unit.

The contactless power supply to the pushbutton via inductive voltagecoupling is more maintenance-free than a direct mechanical couplingsince the tractive forces are lower in the inductive coupling.

Other objects, advantages and novel features of the present inventionwill become apparent from the following detailed description of theinvention when considered in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawing, an embodiment of the device according to the inventionis shown diagrammatically, where in each case

FIG. 1 shows a block diagram of the components according to a firstembodiment of the invention;

FIG. 2 shows a further embodiment of the invention; and

FIG. 3 shows a longitudinal section through the pushbutton according tothe invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The driver authorization system 1 for motor vehicles has an on-boardidentification device 2 for performing a dialog with a mobile releasedevice 31 which verifies the usage authorization. The driverauthorization system 1 has an electronic ignition lock (EIL) 4, intowhich an ignition key 3 can be inserted. The ignition lock functions(such as, for example, starting of the engine) can be activated by meansof the control unit 5 of the EIL 4 via a pushbutton 6 which can beinserted into the ignition lock, actuated and removed. The control unit5 of the EIL 4 can exchange data with other control units of the vehicle(particularly, it can implement the ignition lock functions) via a databus 100.

As shown in FIG. 2, the driver authorization system 1 exhibits a keylessgo authorization system with a standard system, in which the ignitionlock functions (such as, for example, starting of the engine) can onlybe triggered by inserting and possibly rotating the mechanical ignitionlock. The control units 5-14 shown in FIG. 2 enable the various ignitionlock functions to be implemented.

The various control units 5-14 are connected to the control unit 5 ofthe EIL 4 via a data bus CAN-C 100 or a data bus CAN-B 200,respectively, and can also communicate directly via a central gateway(CGW) 14 connected between these databuses 100, 200.

The network connecting the various control units 5-14 thus consists ofthe data bus CAN-C 100, CAN-B 200 and the CGW 6, the latter being usedmainly as a router between the two databuses 100, 200.

In the embodiment of FIG. 2, a mobile release device 31 is integratedinto the ignition key 3, and exchanges data with the identificationdevice 2 by means of a transponder, an infrared (IR) and aradio-frequency (RF) transmitting/receiving unit.

In addition, the on-board identification device 2 is intergrated intothe control unit 5, which is responsible for activating the variousignition lock functions such as, for example, “waking up the databus”,“ignition on” and “starting the engine”. The identification device 2(integrated into the control unit 5) receives a release signal,generated with a successful usage authorization verification, via thedata bus CAN-B 200. The control unit 5 of the EIL 4 is supplied withadditional information from sensors about the position of the brakepedal, the clutch pedal and/or the door via the databuses CAN-C 100 andCAN-B 200.

The EIL 4 is constructed as rotary lock, which can be switched into anumber of positions by means of the ignition key 30. In each position,different ignition lock functions are activated. The EIL 4 has twoswitches which are operated successively when the ignition key 30, 31 iscompletely inserted, and generate an electrical signal. The control unit5 of the EIL 4 recognizes from the order of the signals and on the basisof the switch from which the signal comes, whether the ignition key 30is inserted half way or completely, or whether an ignition key 30 or apushbutton 6 has been inserted. The pushbutton is identified by the factthat it triggers only one switch of the EIL 4, which has coils thatprovide for inductive voltage coupling to the pushbutton 6.

The pushbutton 6 can be inserted into the EIL 4, operated and removed.When it is operated, (by depressing it), an electrical signal isgenerated. Together with the signal from the identification device 2 andthe information about the vehicle available in the control unit 5 of theEIL 4, the ignition lock functionalities of the rotary lock withignition key 30 are replicated via the pushbutton 6.

In the EIL 4, the inserted pushbutton 6 is inductively supplied withvoltage via the control unit 5, for illuminating the pushbutton 6 bymeans of light-emitting diodes.

An intelligent server module control unit (ISM) 7 is connected to thecontrol unit 5 of the EIL 4 and the other control units 6-14 via thedatabus CAN-C 100. The ISM 7 monitors ignition lock functions whichcannot be duplicated via an engine control unit (MSG) 8. For example,the ISM 7 locks the gearbox in the “P” position of the selection leverof an automatic gearbox or the ISM 7 cancels the immobilizer.

The MSG 8 is connected to the control unit 5 of the EIL 4 and the othercontrol units 6-14 via the databus CAN-C 100, and converts the commandsto the engine delivered by the control unit 5 of the EZS 4, such as“engine start” and “engine off”.

The door control devices (TSG) of driver and passenger door 9, 10, whichare connected to the network via the databus CAN-B 200, can be used todrive the locking motors of the doors. They also provide an infraredreceiver, for the case where the key 3 is only used for access control(that is, opening the vehicle).

The signal detection and drive module for the rear (SA41H) 11, which isalso connected to the network via the databus CAN-B 200, has atransmitting/receiving device that is used for cableless (RF) datatransmission to the mobile release device 31 integrated in the ignitionkey 30. The SAM/H 11 is thus used as a gateway between the mobilerelease device 31 in the ignition key 30 and the on-board network. Theother control units 5-14 thus have access to the dialog data betweenmobile release device 31 and ignition key 30 and SAM/H 11 via thecontrol unit SAM/H 11.

Similarly, the signal detection and drive module for the front (SAM/V)12 is also connected to the network via the databus CAN B 200, and isused by the control unit 5 of the EIL 4 for switching terminals which isnecessary in particular ignition lock functions. In particular, thisrelates to switching terminals “15” and “50”.

A control unit 13 for converting the keyless go functions, (also isconnected to the network via the databus CAN-B 200) has a source ofinductance for waking up the transponder in the mobile release device 31in the ignition key 30. The keyless go system control unit thusdetermines the location of the mobile release device 31 or of theignition key 30, respectively, and initiates the release dialog. Thecontrol unit 13 is preferably active only when the pushbutton 6 isinserted into the EIL and the driver authorization system 1 is operatedin keyless go mode.

In the standard system without keyless go functions, (that is, withoutthe pushbutton 6 inserted in the EIL 4), the driver authorization system1 first verifies the access authorization by means of the TSG 9, 10. Assoon as the user is in the vehicle and inserts the ignition key 30 intothe EIL 4, the driver authorization is verified by means of IRcommunication via EIL 4. Access authorization and the opening of thedoors are implemented by sending a coded signal by means of the IRtransmitter of the mobile release device 31 in the ignition key 30 tothe TSG 9. When the user has been successfully identified from thetransmitted signal by the identification device 2, the doors are openedby means of the TSG 9, 10 via the control unit 5. The user enters thevehicle.

Driver authorization is verified via the possession of the ignition keybelonging to the vehicle. For this purpose, the ignition key identity ischecked in the first position, position “0” of the EIL 4, whichcorresponds to the position “key inserted”. In this position, the signal“key inserted” is generated if the ignition key 30 is completelyinserted. A release dialog is conducted between the release device 31and the identification device 2 via IR communication. When authorizationis given, the on-board system is awakened, and the immobilizer and othertheft protection systems are cancelled.

The other positions of the EIL 4 activate further ignition lockfunctions:

Position “1” corresponds to the radio setting. In this position, theconvenience electronics such as radio, window opener, seat adjustmentetc. are taken into operation.

Position “2” corresponds to the position “ignition on”. In thisposition, voltage is applied to terminal 15. The drive train electronicssuch as engine control unit, chassis control unit etc. are taken intooperation.

Position “3” corresponds to engine start. In this position, voltage isapplied to terminal 50. The engine is started.

With keyless go functions (that is, with pushbutton 6 inserted into EIL4), the driver authorization system 1 operates as follows: first, itverifies the access authorization and the driver authorization via thekeyless go control unit 13, the identification device 2 and thepushbutton 6. No ignition key 30 is inserted into the EIL 4 in order tostart the engine.

Establishing contact with the mobile release device 31 integrated intothe ignition key 30 by the control unit 13 is initiated by an action ofthe user at the vehicle, for example touching the driver's door,pressing the pushbutton etc. During this process, the keyless go controlunit 13 produces an inductive field which is sufficient for waking upthe transponder. The mobile release device 31 then switches to RFtransmission for the actual release dialog. During this process, a codedidentification signal is forwarded via the SAM/H 11 to the CAN-B 200,where it can then be picked up and verified by the identification device2 and a release signal can be forwarded.

By means of the inserted pushbutton 6 and the additional information ofthe control unit 5 about brake pedal position, door position etc., theignition lock functions defined by means of the positions “0, 1, 2, 3”of the EIL 4 can now also be activated.

Inserting the pushbutton 6 into the EIL 4 does not trigger any response.When the pushbutton 6 is pressed, however, a pair of plungers (FIG. 3)extends, which generates only the signal “key inserted” in the EIL 4,without actuating any other switch in the EIL 4. The control unit 5 ofthe EIL 4 thus recognizes that it is not an ignition key 30, but thepushbutton 6 which has been inserted in the EIL 4. The release dialog iscorrespondingly started via the keyless go control unit 13. As mentionedabove, the control unit 13 then searches for the mobile release device31. When the authorization has been successfully verified by theidentification device 2, a release signal is produced which is thenchecked by the control unit 5 of the EIL 4 for activating the ignitionlock functions.

The ignition lock function of position “3” of the EIL 4 (engine start)is activated by pressing the pushbutton 6 and simultaneously operatingthe brake.

The ignition lock function of position “1” of the EIL 4 (radio position)is activated by pressing the pushbutton 6 a first time andsimultaneously not operating the brake.

The ignition lock function of position “2” of the EIL 4, (“ignition on”)is activated by pressing the pushbutton 6 a second time andsimultaneously not operating the brake.

The ignition lock function of position “0” of the EIL 4, (“keyinserted”) is activated by pressing the pushbutton 6 a third time,simultaneously not operating the brake and all doors being closed at thesame time.

FIG. 3 shows that the pushbutton 6 has a cap 61 via which an actuator 62is pressed. The actuator 62 is elastically supported via a restoringspring (compression spring) 63 so that it returns to its initialposition after having been operated. When the actuator is pressed, it ismoved to a position which is predetermined by a locking slide. Theactuator 62 is mechanically connected to a pair of plungers 66 (releaseplungers) which can be released in parallel with an axis of symmetry ofthe pushbutton when operated. Pressing the actuator 62 thus also movesthe pair of plungers which triggers the signal “key inserted” byoperating the switch in the EIL 4. The structure of the pushbutton 6(the cap 61, the actuator 62, plunger, and the compression spring) isenclosed in a left- and right-hand sleeve.

The pushbutton 6 also has two light-emitting diodes (LED) 64 on acircuit board that is attached to the top of the actuator. Underneaththe circuit board, a coil 65 for inductive voltage coupling to the EIL 4is in each case attached. The inductive voltage coupling suppliesvoltage to the LEDs, which illuminate the cap 61 of the pushbutton 6.

The EIL 4 also has two coil units 65 which are arranged in such a mannerthat the coils of the inserted pushbutton 6 largely overlap the coils ofthe EIL 4. This ensures optimum energy transmission between EIL 4 andpushbutton 6. The coils in the EIL 4 are supplied with alternatingfrequency via the control unit 5 only when a signal for the finding orsearch illumination of the displays and knobs in the vehicle is presentfrom a brightness sensor on the CAN-B 200.

The pushbutton 6 can also be constructed as electronic unit. In thisarrangement, touching the pushbutton triggers an electronic signal via asensor, which signal is forwarded to the control unit 5 via the ignitionlock 4.

The pushbutton 6 is constructed so that it can be inserted into theignition lock 4, actuated and removed. It can also be mounted, forexample, on a holder attached to the ignition lock 4. For this purpose,the holder could accommodate a bayonet or turn-lock fastener.

The pushbutton 6 can also be equipped with a wireless communication unitwhich, when the pushbutton is operated, communicates with the releasedevice and/or control unit as a result of which the ignition lockfunctions described above are activated.

The databus used are CAN databuses. However, it could also be anotherdatabus system such as, for example, MOST, Flex-Ray. It could also be aso-called wireless network. The important factor is only that thecontrol unit 5 of the EIL, the mobile release device 31 and the EIL 4can exchange data with one another and with the corresponding controlunits of the vehicle for implementing the ignition lock functions.

The mobile release device 31 can be constructed as a credit card, key orsimilar mobile unit. The embodiment in the ignition key 30 is obvioussince the driver then always has both opportunities for operation. Thetype of data transmission for the mobile release device 31 is notrestricted to IR, RF, transponder. Instead, wireless data transmissionis the main type considered.

It is also not necessary to distribute the various functions to thecontrol units 5-14. For example, the identification device 2 can also beimplemented in a separate control unit. The control unit 13 could beintegrated in the control unit 5 of the EIL 4, etc.

The foregoing disclosure has been set forth merely to illustrate theinvention and is not intended to be limiting. Since modifications of thedisclosed embodiments incorporating the spirit and substance of theinvention may occur to persons skilled in the art, the invention shouldbe construed to include everything within the scope of the appendedclaims and equivalents thereof.

1-10. (canceled)
 11. A driver authorization system for a vehicle,comprising: an on-board identification device for communicating with amobile release device to verify a usage authorization; and a rotaryignition lock for an ignition key; and a control unit for activatingignition lock functions when the ignition key is brought into acorresponding position in the rotary ignition lock; wherein, theignition lock functions are activatable by the control unit in responseto a signal from a pushbutton unit; the pushbutton unit can be mountedin, actuated while mounted, and removed from, the rotary ignition lockas an alternative to the ignition key; and means are provided whichallow the ignition lock functions to be activated without rotating therotary switch.
 12. The driver authorization system as claimed in claim11, wherein the rotary ignition lock comprises a rotary switch.
 13. Thedriver authorization system as claimed in claim 11, wherein the insertedpushbutton, when operated, generates a signal which starts acommunication authorizing usage.
 14. The driver authorization system asclaimed in claim 11, wherein: when the pushbutton is operated, theignition lock functions are activated by the control unit on the basisof additional vehicle information; and the additional vehicleinformation comprises position of at least one of a brake pedal, aclutch pedal and a vehicle door.
 15. A pushbutton with an actuatingelement for activating ignition lock functions of a vehicle, includingstarting and switching off the vehicle engine, wherein: the pushbuttonis adapted to be mounted in, actuated while mounted, and removed from, arotary ignition lock of a vehicle; and when the pushbutton is operated,the actuating element interacts with a release switch in the on-boardrotary ignition lock, to activate ignition lock functions withoutrotating the rotary switch.
 16. The pushbutton as claimed in claim 16,wherein the actuating element includes a release plunger which, whenoperated, can be released in parallel with an axis of symmetry of thepushbutton in order to operate the release switch in the on-board rotaryignition lock.
 17. The pushbutton as claimed in claim 16, wherein an endposition of the release plunger is limited by locking sliders arrangedlaterally to the axis of the release plunger.
 18. The pushbutton asclaimed in claim 11, further comprising a locating illumination unitwhich is contactlessly supplied with power.
 19. The pushbutton asclaimed in claim 18, wherein the pushbutton is supplied with power viaan inductive voltage coupling to the rotary ignition lock.
 20. Thepushbutton as claimed in claim 12, wherein the actuating elementincludes a wireless communication unit which sends a signal to therotary ignition lock when the pushbutton is operated, thereby activatingignition lock functions.
 21. A driver authorization system, comprising:an ignition lock having a receptable adapted to receive and to beactuated by an ignition key; a control unit for activating ignition lockfunctions in response to actuation signals from said ignition lock; avehicle key having a mobile release device integrated therein; an onboard identification device for detecting presence and authorization ofthe mobile release device; and a pushbutton unit, which is insertableinto and removable from said receptacle, for communicating with saidignition lock when said pushbutton unit is in an inserted state, saidpushbutton unit including means which are actuatable by a vehicleoperator, when said pushbutton is in said inserted state; to cause saidignition lock to send actuation signals to said control unit, wherebysaid control unit activates a least one ignition function in response tosaid actuation signals, if said on board identification deviceconcurrently detects presence and authorization of said mobile releasedevice.
 22. For use with a driver authorization system that includes anignition lock having a receptable adapted to receive and to be actuatedby an ignition key; a control unit for activating ignition lockfunctions in response to actuation signals from said ignition lock; avehicle key having a mobile release device integrated therein; an onboard identification device for detecting presence and authorization ofthe mobile release device; and a pushbutton unit for activating at leastone said ignition lock functions, wherein: said pushbutton unit isinsertable into and removable from said receptacle, for communicatingwith said ignition lock when in an inserted state; said pushbutton unitincludes means which are actuatable by a vehicle operator when saidpushbutton is in said inserted state, to cause said ignition lock tosend actuation signals to said control unit, whereby said control unitactivates at least one ignition function in response to said actuationsignals if said on board identification concurrently detects presenceand authorization of said mobile release device.